Newly Developed Six-Speed Automatic Transmission

Yoshihiro OHASHI* Kenichi TAKAHASHI* Tadashi HIRAOKA* Akira MINO** Toshiki OHARA** Akihiro TONE** * *

Abstract
This paper describes the six-speed automatic transmission (6A/T) used in the North Americaspecification OUTLANDER. The 6A/T was newly developed by Mitsubishi Motors Corporation (MMC) and is the first to be used by the company. It has a wide gear range, close gear ratios, low friction, and a wide torqueconverter lockup range for high performance and low fuel consumption. Despite having six speeds, it has the same number of planetary gears as a previously used five-speed automatic transmission (5A/T) and fewer clutches and brakes than the 5A/T, meaning that it is light, compact, and inexpensive. It has become one of MMCs mainline A/Ts for future front-engine, front-wheel-drive passenger cars. Key words: Automatic Transmission, Power train, Torque Converter, Hydraulic System

1. Development targets

Table 1

Applied technologies and their objectives

Purpose Fuel Vehicles power Shift Compactness The 6A/T was developed in purItem economy performance performance and lightness suit of the attributes listed below. New six-speed structure u u u u Target values for each attribute were (wide gear range; close gear ratios) established in accordance with the Ultra-flat torque converter u needs of the vehicle in which the High-load waved discs u u 6A/T was going to be used and in Optimized oil-pump capacity u accordance with benchmarks. Optimized bearing capacity u (1) Wide gear range and close gear Optimized number of rollers in one-way clutch u ratios (for superior power perforUse of linear solenoids for all pressure controls u mance and shift performance) Variable line-pressure control u (2) Low friction (for superior fuel economy) Wider lockup range u (3) Wide lockup range (for superior fuel economy and power performance) omy. (4) Lightness and compactness (for easy packaging) By allowing improved levels of power performance, Optimal gear ratios were selected for proper fuel economy, and driveability, the 6A/T has enabled exploitation of driving force in wide range and in conmore attractive products to be offered. sideration of driveability and fuel economy. With A cross-sectional view of the 6A/T, which is based regard to environmental compatibility, minimal friction on the Lepelletier system, is shown in Fig. 1. A and a wide lockup range were pursued for fuel econoschematic is shown in Fig. 2. my. At the same time, a high level of shift performance The gear train consists of three planetary gear sets: was targeted (Table 1). a single-pinion-type front planetary gear set, a double2. Basic structure sun-gear-type rear planetary gear set and, at the very back, a double-pinion-type reduction planetary gear set. The respective specifications of the 6A/T and previThe clutch and brake system consists of three ously used 5A/T are shown in Table 2. As shown, the clutches (a 3-5 reverse clutch (3-5R/C), a low clutch (L/C), 6A/T represents a reduction in overall length, a reducand a high clutch (H/C)) and two brakes (a low and tion in weight, and a reduction in the distance between reverse brake (L&R/B) and a 2-6 brake (2-6/B)), which are arranged in this order as seen from the engine side. the first and third shafts, meaning that it is easier to be packaged. It can also be seen that the 6A/T has a wider The 6A/T has the same number of planetary gear gear range and closer ratios between gears, meaning sets as the 5A/T and fewer clutches and brakes (Table 3). The reduced number of components promotes lightthat it permits better power performance and fuel econ* Drivetrain Engineering Dept., Development Engineering Office ** Mitsubishi Automotive Engineering Co., Ltd.

** JATCO Ltd. *

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Newly Developed Six-Speed Automatic Transmission

Table 2

Major specifications
Type

396.8 mm

Specification Torque capacity 1st 2nd 3rd Gear ratio 4th 5th 6th Rev Gear range (1st to 6th/5th) Final gear ratio Hydraulic control Overall length Weight Distance between first and third shafts Shifting Line pressure

New 6A/T 320 Nm 4.199 2.405 1.583 1.161 0.855 0.685 3.457 6.12 3.571

5A/T (reference) 352 Nm 3.789 2.162 1.421 1 0.686 3.117 5.523 3.325

Electronically controlled Electronically controlled 396.8 mm 101.4 kg 205 mm Fixed 430 mm 111 kg 215 mm

Fig. 1

Cross-sectional view

Table 3 Number of components

6A/T Planetary gear sets Clutches and brakes One-way clutches 5 1 3 7 2 5A/T

Fig. 2

Gear train schematic

ness and compactness but does not compromise the 6A/Ts functionality. Table 4 shows the operation of each of the clutches, brakes, and solenoids. The hydraulic pressure that activates each of the clutches and brakes is directly controlled by a linear solenoid, resulting in superior shift performance. Also, a one-way clutch (OWC), which is located at the outside of the rear planetary gear set, ensures good shift performance during 1st2nd shifts, where there are significant differences in torque.

3. Hydraulic control system

The hydraulic control system is configured using three-way linear solenoids that directly control all clutch and brake pressures, thereby providing the precise hydraulic control that is essential for smooth shifting. Each of the linear solenoids is either of two types: normal-low or normal-high (Fig. 3). The linear solenoids of these two types are combined with hydraulic switches to form a compact control valve unit that does not need to include a fail-safe valve. The previously used 5A/T

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Newly Developed Six-Speed Automatic Transmission

Table 4

Operation of clutches, brakes and solenoids

Solenoid (SOL) Linear L/U, L&R/B SOL u u u u u u u u u u u u u u u ON-OFF L/C L&R/B SHIFT SHIFT SOL SOL u u

Clutch

Brake

OWC L/C SOL u u u 2-6/B SOL 3-5R/C SOL

Gear position 1st 2nd 3rd 4th 5th 6th 1st engine brake P Rev N u: Operating

L/C u u u u

3-5R/C

H/C

2-6/B

L&R/B

LOW u

H/C SOL

u u u u u u u u

u u

u u

Fig. 3

Characteristic of three-way linear solenoid

contains a fail-safe valve.

ear solenoids, realizing appropriate shifting and optimal driving performance.

4. Electronic control system 5. High performance and fuel economy

The electronic control system is outlined in Fig. 4. Information from the engine and other parts of the vehicle is transmitted to the A/T electronic control unit (A/T ECU) via a Controller Area Network (CAN), which is an internationally standardized local area network for incar communication. The A/T ECU uses this information and data from the A/T unit to effect optimal control in accordance with the condition of the vehicle. The three clutches and two brakes are directly activated by the lin(1) Wide gear range Whereas the gear range of the 5A/T is 5.52, that of the new 6A/T is 10 % wider at 6.12. Combined with an optimal final gear ratio, the wide gear range yields benefits both in terms of superior standing-start and acceleration performance and in terms of superior fuel economy in high-speed gears thanks to reduced engine speeds in those gears. Although the gear range is wider

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Newly Developed Six-Speed Automatic Transmission

Fig. 4

Electronic control system diagram

Step ratio

Step ratio

Fig. 5

Comparison of gear ratio

than that of the 5A/T, the ratios are closer, ensuring smooth gearshifts (Fig. 5). (2) Low friction Even the smallest details of the new 6A/Ts components reflect extensive friction-minimizing efforts. The main friction-minimizing measures are as follows: 1 Reduction of oil pump driving torque by optimized oil-pump capacity The use of three-way linear solenoids and a reduction in the number of valve spools yielded a reduced amount of leakage from the control valves. Consequently, it was possible to use an oil pump smaller than that used with the 5A/T. The torque needed to drive the oil pump was accordingly lowered (Fig. 6). 2 Optimized bearing capacities Adoption of a ball bearing to support the output gear, adoption of an optimal number of rollers in the taper bearings of the second and third shafts, and adoption of needle bearings for plain bearings realized lower

bearing friction. 3 Use of waved disks Friction caused by the drag of disks that do not contribute to engagement was reduced by the use of waved disks in the two brakes and one clutch of each gear. The principle of friction reduction by a waved disk is shown in Fig. 7. The flow of oil between the disk and plates causes pressure such that the disk is held in place by oil films between the plates. This arrangement reduces drag between the disk and plates. The magnitude of the pressure is determined by the angle () shown in Fig. 7. Increasing this angle enables friction to be reduced but causes worse shift shock, so the angle was optimized for low friction without undue shift shock. 4 Optimal number of rollers in one-way clutch (OWC) The number of rollers in OWC was changed in accordance with the applied engine torque to reduce friction.

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Newly Developed Six-Speed Automatic Transmission

Fig. 6

Oil pump performance

Fig. 7

Principle of frictional reduction by waved disk

(3) Lockup For fuel economy and quietness, lockup was adopted with the third to sixth gears. The lowest ATF temparature at which lockup is operational was lowered to make lockup operate immediately after startup for further improvements in fuel economy. (4) Slip lockup In low-speed, high-torque ranges, where lockup control cannot be applied because of noise and vibration, slip lockup control is employed for superior noise, vibration, and harshness performance together with superior fuel economy. Even when the vehicle is coasting, lockup and slip lockup are made available for superior driveability and fuel economy.

Yoshihiro OHASHI

Kenichi TAKAHASHI

Tadashi HIRAOKA

6. Conclusion and acknowledgement

Akira MINO Toshiki OHARA Akihiro TONE

In the development of the 6A/T, quality was heightened through analyses conducted using state-of-the-art simulation technologies, application of digital modeling technologies, joint development efforts with partner companies, careful production preparations, and introduction of state-of-the art production facilities. The authors would like to express their gratitude to everyone who cooperated with the development program.

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